CN107407937B - Automatic auxiliary method for aircraft landing - Google Patents
Automatic auxiliary method for aircraft landing Download PDFInfo
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- CN107407937B CN107407937B CN201680016223.4A CN201680016223A CN107407937B CN 107407937 B CN107407937 B CN 107407937B CN 201680016223 A CN201680016223 A CN 201680016223A CN 107407937 B CN107407937 B CN 107407937B
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/04—Control of altitude or depth
- G05D1/06—Rate of change of altitude or depth
- G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
- G05D1/0653—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing
- G05D1/0676—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for landing
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/04—Control of altitude or depth
- G05D1/06—Rate of change of altitude or depth
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
- G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0073—Surveillance aids
- G08G5/0078—Surveillance aids for monitoring traffic from the aircraft
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0073—Surveillance aids
- G08G5/0086—Surveillance aids for monitoring terrain
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
- G08G5/025—Navigation or guidance aids
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/06—Traffic control systems for aircraft, e.g. air-traffic control [ATC] for control when on the ground
- G08G5/065—Navigation or guidance aids, e.g. for taxiing or rolling
Abstract
The invention relates to an automatic assistance method for landing an aircraft on a landing runway from a return point (A) to an end Point (PA) at which the aircraft comes into contact with the landing runway, implemented by means of a data processing device onboard said aircraft and configured to be connected to an inertial unit, an altimeter and an offset meter, said method comprising: -guiding the aircraft along a predetermined trajectory from a return point (a) to a predetermined access point (C) substantially aligned with the axis of the landing runway based on position and attitude data provided by the inertial unit and altitude data provided by the altimeter, the guidance being performed on at least a portion of said predetermined trajectory based on corrected position data calculated using position data of the aircraft provided by the inertial unit and measurements sent by the deviator, -guiding from the access point (C) to an end Point (PA).
Description
Technical Field
The present invention relates to the field of aircraft guidance.
The invention has a more specific object of an automatic guidance method for an aircraft, such as an unmanned aircraft, from a location remote from an airport until the aircraft lands on an airport runway.
Background
Existing guidance systems for unmanned aircraft enable automatic guidance of the drone along a predetermined trajectory, for example a trajectory corresponding to the trajectory of the observation mission. In order to perform such guidance, the position of the aircraft is determined at regular time intervals and compared with the trajectory to be followed. The position is typically determined using a receiver of an absolute positioning system, such as a GPS or galileo system, using satellites.
However, it may happen that the computer of the aircraft cannot determine the current position of the aircraft due to a malfunction of a component of the aircraft, for example a GPS receiver, or due to the unavailability of a positioning signal, for example in case the positioning signal is disturbed. Without knowing the position of the aircraft, the computer is unable to guide the aircraft to follow the predetermined trajectory. In particular, the guidance system of the aircraft is then unable to bring the aircraft to its intended landing site, such as a runway at an airport. The aircraft then runs the risk of being crashed and lost at an unknown location.
To avoid this, another system carried onboard the aircraft may be used to determine the current position of the aircraft. For example, the aircraft's computer may determine the position based on signals provided by the aircraft's inertial unit that constantly measures the linear and angular accelerations of the aircraft. Integrating the signal provided by the inertial unit enables the displacement of the aircraft, and therefore the relative position of the aircraft with respect to the last position provided by the satellite positioning system, to be determined.
However, determining the position of the aircraft by this method based on signal integration of the inertial unit may have a high degree of uncertainty. The accumulation over time of the deviation between the movement determined by integration and the actual movement of the aircraft results in a discrepancy in the determined aircraft position with respect to the true position of the aircraft. Such a range can reach several kilometers per hour of flight starting from the last position provided by the satellite positioning system. In the event of a satellite positioning failure occurring at a longer distance from the intended landing site and resulting in guidance of the aircraft based on signals from the inertial unit over a longer period of time, the guidance system may unknowingly guide the aircraft to a position several kilometers away from the landing site due to such a discrepancy. The aircraft will then not be able to know its true position to find the intended landing airport and then land.
Therefore, there is a need for a guidance method that enables safe, automatic guidance of an aircraft from a remote return point to an airport and subsequent landing of the aircraft on an airport runway despite the unavailability of satellite positioning and despite significant range differences in the current position of the aircraft as determined based on signals from the aircraft inertial units.
Disclosure of Invention
According to a first aspect, the invention relates to an automatic assistance method for landing an aircraft on a landing runway from a return point to an end point at which the aircraft comes into contact with the landing runway.
The method is implemented by a data processing device onboard the aircraft, the data processing device being configured to be connected to:
an inertial unit configured to estimate the position and attitude of the aircraft,
an altimeter configured to measure the altitude of the aircraft,
a deviation meter configured to measure an azimuth angle of the aircraft relative to a reference direction relative to a reference point,
said method is characterized in that it comprises:
-a return navigation assistance phase comprising guidance of the aircraft along a predetermined trajectory from a return point to a predetermined access point (connection point) substantially aligned with the axis of the landing runway, based on position and attitude data provided by the inertial unit and altitude data provided by the altimeter, guidance being effected on at least part of said predetermined trajectory based on corrected position data calculated using the aircraft position data provided by the inertial unit and the measurements transmitted by the deviator,
-a landing assistance phase comprising guidance of the aircraft from the access point to the terminal.
The measurement values transmitted by the deviation meter enable the position data of the inertial unit to be corrected to compensate for the runout of the inertial unit. Thus, the aircraft can be brought to access point C with reduced uncertainty, which enables the aircraft to land safely.
The stage of composing the return navigation assistance may include:
a first guidance step of guiding the aircraft along a predetermined trajectory from the return point to a predetermined acquisition point on the basis of the position and attitude data provided by the inertial unit and of the altitude data provided by the altimeter,
-a second guidance step of guiding the aircraft along a predetermined trajectory from the acquisition point to the access point, based on attitude data provided by the inertial unit, altitude data provided by the altimeter, and corrected position data calculated using the aircraft position data provided by the inertial unit and the azimuth measurement transmitted by the deviator, said predetermined trajectory causing the aircraft to perform a steering movement between the acquisition point B and the access point.
The steering movement carried out between the acquisition point and the access point makes it possible to reduce the uncertainty relating to the aircraft position, which is associated with the uncertainty and the deviation of the measured values of the deviation meter. The aircraft can thus be guided with increased accuracy up to the access point, which ensures good alignment of the aircraft with the landing strip.
The first guidance step of returning to the navigation assistance phase may include: the aircraft is guided along a predetermined trajectory from a return point to a collection point based on attitude data provided by the inertial unit, altitude data provided by the altimeter, and corrected position data calculated using aircraft position data provided by the inertial unit and azimuth measurements transmitted by the deviator.
The deviator measurements can also be used to compensate for the range of the inertial unit from the return point, so as to minimize the uncertainty about the position of the aircraft during guidance of the aircraft towards the acquisition point.
In a first variant embodiment, the predetermined trajectory between the return point and the acquisition point is rectilinear.
The rectilinear trajectory enables the distance to be travelled between the return point and the acquisition point to be minimized, thus minimizing the return time and the resource consumption associated with this part of the return trajectory.
In a second variant embodiment, the predetermined trajectory between the return point and the acquisition point is zigzag-shaped.
The sawtooth trajectory enables a greater variation of the range of angular variations measured by the deviation meter and therefore a reduction of the associated uncertainties and the uncertainties related to the position of the aircraft.
The data processing device is configured to be also connected to a camera onboard the aircraft, and the landing assistance phase may comprise estimating the position of the end point in the images of the landing runway acquired by the camera and estimating the aircraft position depending on said position of the end point estimated in the images and on the altitude data provided by the altimeter.
Thus, the position of the aircraft can be determined with less uncertainty throughout the landing process rather than by the inertial unit and/or the deviator. This increased accuracy enables safe guidance of the aircraft between the access point and the terminal and landing of the aircraft.
The data processing device is further configured to be connected to a transceiver onboard said aircraft and designed to receive signals transmitted by at least three transceivers located on the ground, the landing assistance phase may comprise the estimation of corrected position data of the aircraft based on the position data provided by the inertial unit, the azimuth measurements sent by the deviator and the distance data between the onboard transceiver and said at least three ground transceivers.
Using information about the distance between the aircraft and a fixed point on the ground with a known position, such as a ground transceiver, enables a reduction in the uncertainty in the position of the aircraft determined based on the inertial unit and the deviator, thus enabling an accurate guidance of the aircraft to the terminal point.
According to a second aspect, the invention relates to a computer program product comprising code instructions for performing the method according to the first aspect when the program is executed by a processor.
According to a third aspect, the invention relates to a data processing device configured for implementing the assistance method according to the first aspect.
According to a fourth aspect, the invention relates to a system for automatically assisting an aircraft in landing on a landing runway, comprising:
an inertial unit configured to estimate the position and attitude of the aircraft,
an altimeter configured to measure the altitude of the aircraft,
a deviation meter configured to measure an azimuth angle of the aircraft relative to a reference direction relative to a reference point,
-a data processing device according to the third aspect.
The assistance system according to the fourth aspect may further comprise a camera configured to be connected to a data processing device.
The assist system according to the fourth aspect may further include:
-at least three transceivers located on the ground;
-a transceiver designed to receive signals transmitted by said at least three transceivers located on the ground, which transceiver is onboard said aircraft and is configured to be connected to a data processing device.
Such a computer program product, data processing device and system have the same advantages as mentioned for the method according to the first aspect.
Drawings
Other features and advantages will appear upon reading the ensuing description of the embodiments. This description will be given with reference to the accompanying drawings, in which:
fig. 1 schematically illustrates an example of guidance from a return point a to an end point PA for an aircraft landing on a landing runway according to an embodiment of the invention;
FIG. 2 illustrates a landing assistance system for an aircraft according to one embodiment of the invention;
figure 3 shows two radio links connecting a data processing device to a station on the ground and an offset gauge comprised in the landing assistance system according to the invention;
FIG. 4 illustrates a landing assistance system for an aircraft according to an embodiment of the invention;
FIG. 5 is a block diagram schematically illustrating an exemplary embodiment of an automatic landing assistance method for an aircraft according to the present disclosure;
FIG. 6 is a block diagram illustrating the calculation of corrected position data based on measurements sent by a deviation meter according to one embodiment of the present invention;
FIG. 7 is a plot that schematically illustrates a deviation with radius of curvature between a position of the aircraft and an access point after a turning movement of the aircraft;
figure 8 shows the landing assistance phase when the assistance system is equipped with a camera according to the invention;
FIG. 9 illustrates reticle positioning in an image at an endpoint;
FIG. 10 is a block diagram illustrating the calculation of corrected position data based on measurements sent by a deviation meter according to one embodiment of the present invention.
Detailed Description
As shown in fig. 1, one embodiment of the invention relates to an automatic assistance method for landing an aircraft 1 on a landing runway from a return point a to an end point PA at which the aircraft is in contact with the landing runway. The method is implemented by a data processing device 2 of a landing assistance system 3 as shown in fig. 2. The landing assistance system 3 may also comprise an altimeter 4 and an inertial unit 5 carried on board the aircraft, and to which a data processing device may be connected.
The altimeter 4 may be a barometric altimeter or a laser altimeter, the barometric altimeter may have an accuracy of 10m and may be adjusted using the value of the atmospheric pressure QNH, which is the barometric pressure corrected for instrument errors, temperature errors and gravity errors and recalculated for the mean sealing level (MS L). in practice, this pressure QNH may be given with reference to the entrance of the landing runway, so that the altimeter displays the geographical altitude of the end point PA when the aircraft is above the entrance of the runway in question.
The inertial unit 5 is able to integrate the aircraft's motion (acceleration and angular velocity) to estimate the aircraft's orientation (roll, pitch and heading angles), the aircraft's linear velocity and the aircraft's position. The inertial unit includes an accelerometer to measure the linear acceleration of the aircraft in three orthogonal directions and a gyroscope to measure the three components of the angular velocity vector (roll, pitch and yaw rates). The inertial unit also provides the attitude (roll, pitch and heading angle) of the aircraft.
The method proposes to safely, automatically guide an aircraft, such as a drone or a passenger plane, from a remote return point to a landing runway (for example a landing runway of an airport) and to land the aircraft on the runway, by correcting the position data provided by the inertial unit 5 of the aircraft using supplementary position data provided by the ground system, despite the unavailability of a satellite positioning system and despite a significant deviation of the current position of the aircraft determined by the unit.
To this end, the data processing device 2 can be carried on board the aircraft and may comprise a computer and a communication interface. The on-board computer may include: for example, a processor or microprocessor of the x-86 or RISC type, a controller or microcontroller, a DSP, an integrated circuit such as an ASIC or a programmable integrated circuit such as an FPGA, a combination of these elements or any other combination of components enabling the execution of the calculation steps of the method described hereinafter. The communication interface may be any analog or digital interface enabling the computer to exchange information with other elements of the assistance system 3, such as the altimeter 4 and the inertial unit 5. For example, the interface may be an RS232 serial interface, a USB, firewire, HDMI interface, or an ethernet type network interface.
As shown in fig. 2, the computer of the data processing device 2 may be shared between an autonomous navigation system 6 and a flight control System (SCV) 7. The autonomous navigation system 6 may be commanded to estimate the latitude and longitude of the aircraft location and the altitude during the landing. The flight control system 7 can be commanded to continue to guide the aircraft depending on the latitude and longitude data provided by the autonomous navigation system 6, the altitude provided by the altimeter 4 and the aircraft attitude data such as heading, roll and pitch provided by the inertial unit 5. To this end, the flight control system may transmit the set value to a control member of the aircraft, such as an electric, hydraulic or hybrid actuator that actuates the control surface 8 or the throttle lever 9.
The data processing device 2 may be connected to a ground station typically located near an airport or near a landing runway via two links as shown in fig. 3:
a so-called "command/control" C2 link 11, radio-based and bi-directional in a band of the electromagnetic spectrum between 3GHz and 6GHz, which enables the exchange of control and command information between the ground station and the aircraft. The transmitted signal is modulated using a single carrier modulation technique and transmitted/received through an omni-directional antenna installed on the masthead of the ground station;
a mission data link 12M, by radio and bidirectional in a band of the electromagnetic spectrum between 10GHz and 15GHz, which enables the exchange of data feeds generated by different onboard sensors. The transmitted signal is modulated using a multi-carrier modulation technique and transmitted/received through a directional antenna such as a parabolic dish mounted on the masthead.
The landing assistance system 3 further comprises an offset gauge 13. The offset measurement gauge is a ground system connected to a directional antenna of a ground station for the mission data link 12. The deviation meter is configured to continuously measure the direction of the aircraft, i.e. the azimuth angle of the aircraft relative to a reference direction (e.g. north). The azimuth angle of the aircraft is measured relative to a reference point, for example relative to the position of a directional antenna mounted on the mast. The offset gauge may measure the angle based on the orientation of a directional antenna provided by an electromechanical antenna positioning device configured to position the directional antenna in altitude and azimuth so as to point the directional antenna toward the aircraft to maximize the quality of the radio link. The deviation meter is configured to transmit the measured azimuth data to the data processing device via said command/control link 11.
The method proposes to use these azimuth data transmitted by the deviation meter and aircraft position data provided by the inertial unit to calculate corrected position data for compensating for the range of the inertial unit. As shown in fig. 1, these corrected position data can be used to guide the aircraft to a predetermined access point C, which is approximately aligned with the axis of the landing runway and is located on the perimeter of an access area, which is centered on the end point PA and has a predetermined radius. By way of example, such an access area may have a radius of less than or equal to 5 km.
The landing assistance system 3 can also comprise a supplementary positioning system dedicated to the guidance of the aircraft in the access area until the terminal during the landing phase.
In a first embodiment, shown in fig. 2, the landing assistance system 3 comprises a camera 14, which is loaded on the aircraft and to which a data processing device can be connected. The camera may be a SWIR (short wave infrared range, wavelength between 0.9 and 1.7 microns) type infrared panoramic camera. The video feed acquired by the camera is transmitted on the one hand to the processing device 2 in order to locate the landing runway and to determine the position of the aircraft relative to the landing runway during landing and on the other hand to the ground station via a mission data link.
In a second embodiment, shown in fig. 4, the landing assistance system 3 comprises at least three transceivers located on the ground and a transceiver 15 on board the aircraft, which is configured to be connected to the data processing device 2. These transceivers may be UWB (ultra wide band) radio beacons. By exchanging signals with the surface transceivers, for example by measuring the round-trip transit time of the signals, the onboard transmitter receiver is able to determine the distance it is separated from each surface transceiver. The onboard transceiver is also configured to transmit these distances to the processing device 2. Knowing the position of the ground transceiver, the processing device 2 can then determine a corrected position of the aircraft on the basis of the azimuth data transmitted by the deviator, the aircraft position data provided by the inertial unit, and the distance data provided by the onboard transceiver.
The steps of the method are described in more detail in the following paragraphs with reference to fig. 5.
The method may comprise a return navigation assistance phase P1 during which the processing device performs guidance of the aircraft along a predetermined trajectory from a return point a to a predetermined access point C substantially aligned with the axis of the landing runway, based on the position and attitude provided by the inertial unit 5 and on the altitude data provided by the altimeter 4. In order to compensate for the range of the position data provided by the inertial unit, guidance can be implemented on at least a part of the predetermined route on the basis of corrected position data calculated using the aircraft position data provided by the inertial unit and the measured values transmitted by the deviator. According to a variant, the corrected position data may also be calculated in dependence on the altitude data provided by the altimeter.
The method may also include a landing assistance phase P2 during which the processing device performs guidance of the aircraft from the access point C to the destination PA.
The calculation of the corrected position data, which involves the measured values transmitted by the deviator, can be realized by a minimization module 16, as shown in fig. 6, which minimizes the cost function. The cost function may be a mathematical expression comprising terms raised to the power of dispersion between the real position coordinates of the aircraft and the corresponding coordinates provided by the inertial unit or the deviation meter. These powers can be arbitrarily selected or chosen to adjust or emphasize the relative importance of the contribution of one power compared to the other. The desired corrected position coordinates are then the coordinates selected as the actual position coordinates that minimize the cost function according to the minimum "power" criterion. An example of a simple cost function C that does not take into account the height measurements provided by the altimeter is provided below. For example, the cost function includes term C1 and term C2, the term C1 being a function of the position coordinates determined by the inertial unit, and the term C2 being a function of the azimuth angle measurement provided by the offset measurement instrument.
The determination of the aircraft position is done discretely, which in the present example is assumed to be performed periodically with a sampling period T. At time t ═ kT
Wherein the content of the first and second substances,
(x (mT), y (mT)): the determined position of the aircraft at time mT.
(xI(mT)，yI(mT)): the position given by the inertial unit at time mT.
p, q: enabling the cost function to gradually conform to the optional parameters of "rectangular well" (when p, q → ∞).
θ (mT): a determined azimuth angle of the aircraft relative to the reference direction at a time mT.
θe(mT): the measured azimuth angle of the aircraft relative to the reference direction at time mT.
σe: deviation measuring instrumentProducing a standard deviation of the measurement error of (commit).
The angle θ (t) is associated with the coordinates (x (t), y (t)) by:
θ(t)＝arg(x(t)+iy(t))＝Re(-ilog(x(t)+iy(t)))
wherein Re represents a real part.
The powers p, q may be adjusted in order to change the weight of each term in the function C depending on the guidance step in progress, for example, so that the importance of the inertial unit is reduced once the acquisition point B is crossed.
The terms C1 and C2 given in this example are a function of position data and azimuth angle measurements provided at several instants mT before the instant kT at which corrected position data x (t), y (t) is required. Position coordinates (x (mT), y (mT)), (x)I(mT)，yI(mT)) and azimuthal measurements θ (mT), θe(mT) has been determined or measured at a time before t-kT, assuming that m < k is known for these terms.
Minimizing C (x (t), y (t)) corresponds to minimizing the following equation:
the solution is obtained by solving the following system of equations:
the system of equations may be solved by any method known to those skilled in the art, for example, by Newton-Raphson (Newton-Raphson) iterative methods. To this end, the following vector F and Jacobian (Jacobian) matrix J are formed:
where n represents the current iteration index.
The solution is determined in an iterative manner as follows:
the initial position at which the above equation can be initiated is given by filtering after the previous filtering iteration.
If the matrix J is poorly conditioned, then Gihonov (Tikhonov) regularization may continue.
A Kalman filter 17 may be used to filter the corrected position data (x (t), y (t)) obtained by minimizing the cost function in order to improve the estimation of the aircraft position before the position is used to complete guidance of the aircraft. To increase the effectiveness of this filtering, the processing device may include a trajectory tracking module 18 designed to modify the state matrix of the filter to take into account the predetermined trajectory profile in order for the aircraft to follow the predetermined trajectory profile. To this end, the trajectory tracking module may obtain the predetermined trajectory from the ground station via a command/control link 11.
This compensation of the runout of the inertial unit of the aircraft using the measurement values provided by the deviator measurement instrument enables the assistance system to improve its knowledge of the aircraft position, despite the satellite positioning being unavailable and despite the presence of runout of the inertial unit. Nevertheless, the determined corrected position data is still subject to uncertainty of the deviation meter and measurement value deviations. Such deviations and uncertainties relating to the measured azimuth angle may be up to half a degree, which may represent a considerable error in the position of the aircraft when the aircraft is at a longer distance from the end point PA.
In order to minimize errors in the position of the aircraft due to the deviation of the deviator and to the measurement uncertainty, the navigation assistance phase P1 can comprise a first guidance step E1 of guiding the aircraft along a predetermined trajectory from a return point a to a predetermined acquisition point B. The navigation assistance phase P1 can also comprise a second guidance step E2 of guiding the aircraft along a predetermined trajectory from acquisition point B to access point C, said predetermined trajectory causing the aircraft to perform a steering movement between acquisition point B and access point C. The steering movement can be carried out in particular about a reference point, with respect to which the deviation measuring device measures. During this second guidance step E2, guidance of the aircraft can be completed on the basis of the attitude data provided by the inertial unit, the altitude data provided by the altimeter and the corrected position data calculated using the aircraft position data provided by the inertial unit and the azimuth angle measurement value transmitted by the deviator.
The implementation of such a steering movement enables the position of the directional antenna of the ground station to be changed and thus the angle measurement provided by the deviation meter to be changed. This makes it possible to reduce the error of the aircraft position estimated on the basis of the position data of the inertial unit and the measurement values of the deviator. By way of example, the predetermined trajectory is selected such that the aircraft sweeps an angle greater than 90 ° with respect to the ground station. This turning movement is carried out in the acquisition region shown in fig. 1, which is in the form of a ring centered on the end point PA and surrounds the access region. By way of example, the maximum radius of the acquisition region may be less than or equal to 10 km. The ring surrounding the access area and including the return point a is called a return navigation area and may extend to a distance of 150km from the end point.
Although the position of the aircraft is subject to errors due to the measurement uncertainties of the discrepancy and of the deviator of the inertial unit, the acquisition point B from which the steering motion is implemented can be selected such that the actual position of the aircraft is located deterministically in the acquisition area when the processing device estimates that the aircraft is located at the acquisition point B.
By way of example, as shown in fig. 1, the trajectory selected between acquisition point B and access point C may be a U-shaped trajectory. Alternatively, the trajectory may be an O-shaped trajectory or a spiral trajectory, which makes it possible for the aircraft to sweep an angle greater than 360 ° with respect to the ground station. The aircraft makes more than one full turn around the ground station before reaching the access point.
As shown in fig. 7, the smaller the remaining uncertainty in the aircraft position, the smaller the radius of curvature of the turning motion. Preferably, the steering movement can then be carried out with the smallest possible radius of curvature, for example less than 5km, perhaps less than or equal to 2 km.
During this first guidance step E1, guidance of the aircraft can be completed based only on the position and attitude data provided by the inertial unit and on the altitude data provided by the altimeter. The deviation meter measured values of the deviation meter between the return point a and the pick-up point B are then no longer used for recalculating the position data of the aircraft. Alternatively, during this first guidance phase E1, guidance of the aircraft may be accomplished based on the attitude data provided by the inertial unit, the altitude data provided by the altimeter, and the corrected position data calculated using the aircraft position data provided by the inertial unit and the azimuth angle measurement transmitted by the deviator. The position data of the aircraft are then recalculated using the measured values of the deviator from the return point a to the access point C.
During this first guidance step E1, the predetermined trajectory followed by the aircraft between the return point a and the acquisition point B can be rectilinear, thus minimizing the travel distance and the energy consumed to reach the acquisition point B.
Alternatively, when the first guidance step E1 comprises guiding the aircraft on the basis of corrected position data, i.e. when the measurement values of the deviator between the return point a and the acquisition point B have been used to compensate for the difference in the course of the inertial unit, the predetermined trajectory followed by the aircraft between the return point a and the acquisition point B may be serrated. Such a trajectory thus enables the orientation of the directional antenna of the ground station to be slightly altered, thus reducing the uncertainty about the aircraft position before implementing the turning movement.
The above-described steps enable the runout of the inertial unit to be compensated and the position of the aircraft to be obtained with an accuracy typically of the order of fifty metres or less, which is sufficient for the aircraft to reach the alignment of the runway with the access point C. However, the resulting accuracy may prove insufficient to guide the aircraft to the terminal point and land it on the landing runway. With a positioning uncertainty of about 50 meters, the aircraft risks being guided alongside the runway. Accordingly, it may be desirable to obtain the position of the aircraft with increased accuracy to ensure a safe landing.
In the first embodiment, when in the second guidance step E2, the aircraft is guided from the access point C to the terminal point PA on the basis of the attitude data provided by the inertial unit, the altitude data provided by the altimeter, and the corrected position data calculated using the aircraft position data provided by the inertial unit and the azimuth angle measurement value transmitted by the deviator.
In a second embodiment, as shown in fig. 5 and 8, the landing assistance phase P2 (during which the aircraft is guided from the access point C to the terminal PA) may make use of images of the landing runway and the terminal PA provided by the camera 14 loaded on the aircraft. To this end, the landing assistance phase P2 may comprise an image processing step E3 during which the position of the end point PA is estimated in the images of the landing runway acquired by the camera. This step may be repeated along the approach path of the aircraft toward the runway and the landing approach path of the aircraft.
This detection of the end point in the image may be entirely automatic if the end point is easily detectable in the image, for example if the end point is embodied on the landing runway as a position on the ground, or if the runway itself is located by one or more reference points present on the ground, such as markers or lights. The location of the endpoint in the image can then be determined by known pattern or image recognition techniques.
Alternatively, the position of the end point in the image may be specified by the operator in the first image via the command/control link 11, for example by positioning a sighting reticle on the end point in the image as shown in fig. 9. The processing device can then provide tracking of the position of the endpoint indicated by the cross hair in the images later provided by the onboard camera, and can automatically adjust the position of the cross hair to keep the endpoint at the center of the cross hair. Such manually-initiated tracking may be necessary when the marking of the landing runway or end point is insufficient for automatic detection, or when flight conditions (night flight, rain, fog.) do not allow for automatic detection.
If necessary, the operator can correct the position tracking by making one or two manual adjustments to the position of the reticle in the current image so that the reticle remains correctly positioned on the end point in the successive images processed. To assist in automatically tracking the location of the end point, infrared light sources may be arranged on both sides of the landing runway at the end point.
The landing assistance phase P2 may also comprise a first position determining step E4 during which the position of the aircraft is estimated depending on the position of the end point estimated in the image during the image processing step E3. The estimation also requires altitude data of the aircraft provided by the altimeter and the coordinates of the terminal point, which can be provided by the ground station through the command/control link 11. After the first position determining step E4, the processing device obtains the position of the aircraft, for example in the form of longitude and latitude. This position can then be used to complete guidance of the aircraft during the third guidance step E6 until the aircraft lands at the terminal PA. As during the assistance phase P1, the position data of the aircraft obtained after the first position determining step E4 may be filtered during the filtering step E5 using a kalman filter in order to improve the estimation of the position of the aircraft before the position is used during the third guidance step E6 to complete the guidance of the aircraft.
A non-limiting example of an implementation mode of this first position determining step E4 will be given in the following paragraphs. Alternatively, other modes of implementation known to those skilled in the art may be implemented. As shown in fig. 5, the first determine position step E4 may include a step E41 of calculating a line of sight during which the aircraft's line of sight to the terminal point PA is determined in the central terrestrial reference frame.
This determination may be done based on the following parameters:
●(PAL，PAG，PAz) The location of the destination PA provided by the ground station,
●(PAH，PAv) From onboard after the image processing step E3The abscissa and ordinate of the end point in the image of the camera pointed to by the cross hair, for example with respect to the upper left corner of the image,
●
the angle of positioning of the onboard camera in a reference frame associated with the aircraft,
●(CAOH，CAOV) The horizontal opening angle and the vertical opening angle of the camera,
●(CRH，CRV) The horizontal and vertical resolution of the camera head,
●
the roll angle, pitch angle and heading angle of the aircraft provided by the inertial unit,
●AZaltitude of the aircraft provided by the altimeter.
Also indicated are:
●Cazimuth angleAnd CAltitude heightThe azimuth and altitude of the aircraft in the reference frame of the camera,
● the radius of the earth at the RT,
●Vx: the vector associated with the line of sight in the camera reference frame,
●Vy: the vector associated with the 1 st normal line orthogonal to the line of sight in the camera reference frame,
●Vz: the vector associated with the 2 nd normal orthogonal to the line of sight in the camera reference frame,
●Wx: the vector associated with the line of sight in the central terrestrial reference frame,
●Wy: the vector associated with the 1 st normal orthogonal to the line of sight in the central terrestrial reference frame,
●Wz: a vector associated with the 2 nd normal orthogonal to the line of sight in the central terrestrial reference frame.
The line of sight calculation step E41 may then include the following operations:
● determine the base angle associated with the pixel,
● determine the angular position of the line of sight relative to the axis of the camera,
● determining the line of sight in the camera's reference frame:
vector associated with line of sight toward the end point:
vector associated with a first normal orthogonal to the line of sight towards the end point:
vector associated with a second normal orthogonal to the line of sight towards the end point:
Vz＝Vx∧Vy
●, constructing a transformation matrix from the reference frame of the camera to the reference frame of the aircraft:
●, a transformation matrix from the aircraft reference frame to the local terrestrial reference frame of the terminal is constructed:
●, constructing a transformation matrix from the local terrestrial reference frame of the endpoint to the central terrestrial reference frame:
MPRTL→RTC＝(xtyt-ut)
●, calculating a transformation matrix from the camera reference frame to the central terrestrial reference frame:
MPC→RTC＝MPRTL→RTC·MPA→RTL·MPC→A
● determining line of sight (W) in a central terrestrial reference framex，Wy，Wz)。
Vector associated with line of sight in the central terrestrial reference system:
Wx＝MPC→RTC·Vx
vector associated with the 1 st normal to the line of sight toward the end point:
Wy＝MPC→RTC·Vy
vector associated with the 2 nd normal orthogonal to the line of sight toward the end point:
Wz＝MPC→RTC·Vz
the first determined position step E4 may then comprise a position calculation step E42 during which:
● the following equation is solved:
○ method thereofLine utAn equation tangent to the plane of points resulting from projecting the terminal point to the altitude of the aircraft,
○ is composed of (W)x，Wz) Equation of generated plane having normal WyAnd through (PA)L，PAG，PAZ)，
○ is composed of (w)x，Wy) Equation of generated plane having normal WzAnd through (PA)L，PAG，PAZ)，
● determine the coordinates of the aircraft in the central terrestrial reference frame.
They correspond to the intersection of these three planes:
solution of X is
Obtained by solving a linear equation system MX ═ A:
wherein:
the solution to the above system of linear equations is:
the latitude and longitude are given by:
G＝arg(x1+ix2)
in a third embodiment shown in fig. 5 and 10, the landing assistance phase P2 (during which the aircraft is guided from the access point C to the destination PA) may use distance data between the transceivers on board the aircraft and at least three transceivers on the ground. To this end, the landing assistance phase P2 may comprise a second position determining step E7 during which corrected position data of the aircraft are estimated based on the position data provided by the inertial unit, the azimuth measurements transmitted by the deviance gauge, the distance data between the onboard transceiver and the at least three transceivers on the ground. As explained above, the distance between each transceiver on the ground and the onboard transceiver can be determined by the exchange of signals between these transmitters. Since the location of the transceiver on the ground is known, such distance information can be used to minimize uncertainty about the aircraft location.
To this end, in a similar way to the minimization of the cost function, which is done during the return navigation assistance phase P1 and which has been described above, the calculation of the corrected position data relating to the distance between the measurement values transmitted by the deviator and the transceiver (ER) can be done by the minimization module 16 which minimizes the cost function. An example of a simple cost function C is provided below. For example, the cost function includes term C1, term C2, and term C3, term C1 being a function of distance data between the onboard transceiver and the transceiver on the ground, term C2 being a function of position data determined by the inertial unit, and term C3 being a function of azimuth angle measurements provided by the offset gauge.
The determination of the aircraft position is performed discretely, which in the present example is assumed to be performed periodically with a sampling period T. At time t ═ kT
Wherein the content of the first and second substances,
(x (mT), y (mT)): the determined position of the aircraft at time mT.
(xn，yn) Location of a terrestrial transmitter/receiver (ER U L B) with index n.
AZ(mT): aircraft altitude measured by the altimeter at time t mT.
N the number of ER U L B deployed on the ground (N ≧ 3).
dn(τ) measurement of the distance between the aircraft and the ER U L B on the ground at time τ, with index n.
wn(τ): if a distance measurement can be made (ER on the ground is within the transmission range of the onboard ER) then it is 1, otherwise it is 0.
(xI(mT)，yI(mT)): the position given by the inertial unit at time mT.
o, p, q: enabling the cost function to gradually conform to the optional parameters of the "rectangular well" (when o, p, q → ∞).
θ (mT): a determined azimuth angle of the aircraft relative to the reference direction at a time mT.
θe(mT): the measured azimuth angle of the aircraft relative to the reference direction at time mT.
σe: standard deviation of measurement error produced by the deviation meter.
The angle θ (t) is associated with the coordinates (x (t), y (t)) by:
θ(t)＝Re(-ilog(x(t)+iy(t)))
wherein Re represents a real part.
The terms C1, C2 and C3 given as examples are functions of the distance, position data and azimuth angle measurements provided at several instants mT before the instant kT at which the corrected position data x (t), y (t) are required, respectively. At a time before t ═ kT, the measured value dn (mt) of the distance, the position coordinates (x (mt), y (mt), and (x)I(mT)，yI(mT)) and azimuthal measurements θ (mT), θe(mT) has been determined or measured, assuming these terms are known as m < k.
Minimizing C (x (t), y (t)) corresponds to minimizing the following equation:
by solving the following system of equations, for example by the newton-raphson method, the solution shown below is obtained:
alternatively, the altitude zn of the ground receiver may be considered and the altitude z (t) of the aircraft may be determined using minimizing a cost function. The cost function can then be written as:
wherein the content of the first and second substances,
minimizing C (x (t), y (t), z (t)) corresponds to minimizing the following:
by solving the following system of equations, for example by the newton-raphson method, the solution shown below is obtained:
as in the return to navigation assistance phase P1, the corrected position data (x (t), y (t)) obtained by minimizing the cost function may be filtered using the kalman filter 17 so as to improve the estimate of the aircraft position before using that position to complete guidance of the aircraft, and the trajectory tracking module 18 may alter the state matrix of the filter to take into account the predetermined trajectory profile followed by the aircraft.
The proposed method thus enables the aircraft to be positioned with low uncertainty despite the satellite positioning being unavailable and despite the discrepancy of the inertial units of the aircraft, thus enabling the aircraft to be guided to a terminal and to be landed.
Claims (11)
1. An automatic assistance method for landing an aircraft (1) on a landing runway from a return point (A) to an end Point (PA) at which the aircraft comes into contact with the landing runway,
the method is implemented by a data processing device (2) onboard the aircraft (1) and configured to be connected to:
an inertial unit (5) configured to estimate the position and attitude of the aircraft,
an altimeter (4) configured to measure the altitude of the aircraft,
-a deviation meter (13) configured to measure an azimuth angle of the aircraft relative to a reference direction relative to a reference point,
the method is characterized in that the method comprises:
-a return navigation assistance phase (P1) comprising guidance (E1, E2) of the aircraft along a predetermined trajectory from the return point (a) to a predetermined access point (C) substantially aligned with the axis of the landing runway, based on position and attitude data provided by the inertial unit (5) and altitude data provided by the altimeter (4), guidance being achieved on at least part of the predetermined trajectory based on corrected position data calculated using aircraft position data provided by the inertial unit (5) and measurements transmitted by the deviator (13), the return navigation assistance phase (P1) comprising:
-based on position and attitude data provided by the inertial unit (5) and by the altimeter (4)
A first guidance step (E1) of providing altitude data for guiding the aircraft along the predetermined trajectory from the return point (A) to a predetermined acquisition point (B);
-a second guidance step (E2) of guiding the aircraft along the predetermined trajectory from the acquisition point (B) to the access point (C) based on attitude data provided by the inertial unit, altitude data provided by the altimeter (4) and corrected position data calculated using aircraft position data provided by the inertial unit (5) and azimuth measurements sent by the deviator meter (13), the predetermined trajectory causing a steering movement of the aircraft (1) between the acquisition point (B) and the access point (C),
-a landing assistance phase (P2) comprising guidance (E6) of the aircraft from the access point (C) to the terminal (PA).
2. The assistance method according to claim 1, wherein the first guidance step (E1) of the return navigation assistance phase (P1) comprises guiding the aircraft along the predetermined trajectory from the return point (A) to the acquisition point (B) based on attitude data provided by the inertial unit, altitude data provided by the altimeter (4) and corrected position data calculated using aircraft position data provided by the inertial unit (5) and azimuth measurements sent by the deviator (13).
3. Auxiliary method according to claim 1 or 2, wherein the predetermined trajectory between the return point (a) and the acquisition point (B) is rectilinear.
4. Secondary method according to claim 2, wherein the predetermined trajectory between the return point (a) and the acquisition point (B) is zigzag-shaped.
5. Assistance method according to claim 1 or 2, wherein the data processing device (2) is configured to be also connected to a camera (14) onboard the aircraft (1),
the landing assistance phase (P2) comprises an estimation (E3) of the position of the end Point (PA) in the images of the landing runway acquired by the camera (14) and an estimation (E4) of the position of the aircraft depending on the estimated position of the end Point (PA) in the images and on the altitude data provided by the altimeter (4).
6. Assistance method according to claim 1 or 2, wherein the data processing device (2) is further configured to be connected to a transceiver (15) onboard the aircraft and designed to receive signals emitted by at least three transceivers located on the ground,
the landing assistance phase (P2) comprises estimating (E7) corrected position data of the aircraft based on position data provided by the inertial unit (5), azimuth measurements sent by the deviator (13), distance data between the airborne transceiver (15) and the at least three ground transceivers.
7. A computer readable storage medium having stored thereon a computer program product comprising code instructions for executing the method according to any of claims 1 to 6, when the program is executed by a processor.
8. A data processing device (2) configured for performing the assistance method according to any one of claims 1 to 6.
9. A system (3) for automatically assisting an aircraft (1) landing on a landing runway, the system comprising:
an inertial unit (5) configured to estimate the position and attitude of the aircraft,
an altimeter (4) configured to measure the altitude of the aircraft,
-a deviation meter (13) configured to measure an azimuth angle of the aircraft relative to a reference direction relative to a reference point,
-a data processing device (2) according to claim 8.
10. The assistance system (3) according to claim 9, further comprising a camera (14) configured to be connected to the data processing device (2).
11. The assistance system (3) according to claim 9, further comprising:
-at least three transceivers located on the ground;
-a transceiver (15) designed to receive signals transmitted by said at least three transceivers located on the ground, which transceiver is onboard said aircraft and is configured to be connected to said data processing device (2).
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| Application Number | Priority Date | Filing Date | Title |
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| FR1500515A FR3033924B1 (en) | 2015-03-16 | 2015-03-16 | AUTOMATIC ASSISTANCE METHOD FOR LANDING AN AIRCRAFT |
| FR1500515 | 2015-03-16 | ||
| PCT/EP2016/055736 WO2016146713A1 (en) | 2015-03-16 | 2016-03-16 | Automatic assistance method for landing an aircraft |
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| US (1) | US10410529B2 (en) |
| EP (1) | EP3271789B1 (en) |
| CN (1) | CN107407937B (en) |
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| WO2018027338A1 (en) * | 2016-08-06 | 2018-02-15 | SZ DJI Technology Co., Ltd. | Automatic terrain evaluation of landing surfaces, and associated systems and methods |
| CN109405821B (en) * | 2018-09-21 | 2020-01-03 | 北京三快在线科技有限公司 | Method and device for positioning and target equipment |
| FR3086784B1 (en) | 2018-09-27 | 2020-09-25 | Safran Electronics & Defense | GUIDANCE OF AN AIRCRAFT USING TWO ANTENNAS WITH A DIFFERENT OPENING ANGLE |
| CN112020192B (en) * | 2019-05-28 | 2023-03-21 | 成都鼎桥通信技术有限公司 | Control method and device of navigation aid lamp and storage medium |
| US11790795B2 (en) | 2020-04-13 | 2023-10-17 | Honeywell International Inc. | System and methods enabling aircraft energy dissipation for rapid decision making |
| CN111649737B (en) * | 2020-05-08 | 2022-05-24 | 中国航空工业集团公司西安航空计算技术研究所 | Visual-inertial integrated navigation method for precise approach landing of airplane |
| FR3114885B1 (en) * | 2020-10-01 | 2023-11-10 | Safran Electronics & Defense | Cooperative markup |
| US11479365B2 (en) | 2021-01-22 | 2022-10-25 | Honeywell International Inc. | Computer vision systems and methods for aiding landing decision |
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| IL254497A0 (en) | 2017-11-30 |
| US10410529B2 (en) | 2019-09-10 |
| RU2017135477A (en) | 2019-04-05 |
| WO2016146713A1 (en) | 2016-09-22 |
| FR3033924B1 (en) | 2017-03-03 |
| EP3271789A1 (en) | 2018-01-24 |
| EP3271789B1 (en) | 2020-09-02 |
| BR112017019551B1 (en) | 2022-10-18 |
| IL254497B (en) | 2021-07-29 |
| FR3033924A1 (en) | 2016-09-23 |
| CN107407937A (en) | 2017-11-28 |
| BR112017019551A2 (en) | 2018-05-02 |
| RU2703412C2 (en) | 2019-10-16 |
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| RU2017135477A3 (en) | 2019-09-23 |
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